F404-GE-400

F404-GE-402

Maximum Length (In.)

159

159

Maximum Diameter (In.)

34.5

34.5

Inlet Flow Path Diameter (In.)

27.7

27.7

Nozzle Area Ratio

1.6

1.6

Maximum Weight (Lbs)

2161

2237

Air Flow at IRP and Above (Lb/Sec)

140

140

Bypass Ratio

0.34

0.27

Maximum Thrust (Class)

16,000

18,000

T4 J(class) (F)

2500

3200

Engine Compression Ratio

25:1

27:1

Fan Pressure Ratio

3.9

4.3

Compressor Pressure Ratio

6.3

6.23

Thrust to Weight Ratio (Class)

7:1

8:1

The F404-GE-400 and the F404-GE-402
(hereafter referred to as the F404) and dual rotor, augmented,
low-bypass turbofan engines. They are modular engines which incorporate
a 3-stage fan and a 7-stage high pressure compressor each driven
by a single stage turbine. They have variable geometry inlet
guide vanes on the fan and compressor, and continuous bypass
from the fan to the augmentation section. The combustor is a
through-flow annular type, and the augmentor is fully modulating
from minimum to maximum augmentation. The engine is continuously
monitored for critical malfunctions and parts life usage by an
Inflight Engine Condition Monitoring System (IECMS).

Design Features

Sharp-edged, cambered leading-edgeextensions
(LEX), slots at fuselage junction and outward-canted twin fins
designed to produce high agility and performance at angles of
attack over 50°; wings have 20° sweepback at quarter-chord;
wings fold up 90° at inboard end of ailerons, even on land-based
F/A-18s;
landing gear designed for unflared od runways as well as on carriers.

As the modern attack plane on
today`s carriers, the Hornet fills a vital position in the United
States carrier-borne air strategy. The F-14
was designed solely for air-to-air combat; the F/A-18 was designed
for air-to-surface missions as well.

The Hornet was designed around
the same time as the F-16 and was in fact developed from the
Northrop YF-17, failed F-16
competetitor. As result, it shares some of the characteristics
of the Falcon: it is light, cheap and quite agile. These qualities,
coupled with its immense ordnance load, make it the strike fighter
of choice for both the Navy and the Marines.

All production Hornets since
1989 have all-weather and night attack capability. Laser designator
pods and the Hughes AN/APG-65 radar package give excellent accuracy
in the air threat; however, as it serves alongside the dedicated
air-to-air Tomcat, the Hornet is almost always used in the attack
role.

The F/A-18 has a digital control-by-wire
flight control system which provides excellent handling qualities,
and allows pilots to learn to fly the airplane with relative
ease. At the same time, this system provides xceptional maneuverability
and allows the pilot to concentrate on operating the weapons
system. A solid thrust-to-weight ratio and superior turn characteristics
combined with energy sustainability, enable the F/A-18 to hold
its own against any adversary. The power to maintain evasive
action is what many pilots consider the Hornet's finest trait.
In addition, the F/A-18 was also the Navy's first tactical jet
aircraft to incorporate a digital, MUX bus architecture for the
entire system's avionics suite. The benefit of this design feature
is that the F/A-18 has been relatively easy to upgrade on a regular,
affordable basis.

Following a successful run
of more than 400 A and B models, the U.S. Navy began taking fleet
deliveries of improved F/A-18C and F/A-18D models in September
1987. These Hornets carry the AMRAAM and the infrared imaging
Maverick air-to-ground missile. Two years later, the C/D models
came with improved night attack capabilities. The new components
included a navigation forward looking infrared (NAVFLIR) pod,
a raster head-up display, night vision goggles, special cockpit
lighting compatible with the night vision devices, a digital
color moving map and an independent multipurpose color display.

The Hornet has been battle
tested and has proved itself to be exactly what its designers
intended: a highly reliable and versatile strike fighter. The
F/A-18 played an important role in the 1986 strikes against Libya.
Flying from USS CORAL SEA (CV 43), F/A-18s launched HARMs against
Libyan air defense radars and missile sites, effectively silencing
them during the attacks on Benghazi facilities. On the first
day of operation Desert Storm, two F/A-18s, each carrying four
2,000 lbs. bombs, shot down two Iraqi MiGs and then proceeded
to deliver their bombs on target. Throughout the Gulf War, squadrons
of U.S. Navy, Marine and Canadian F/A-18s operated around the
clock, setting records daily in reliability, survivability and
ton-miles of ordnance delivered.

The F/A-18 has proven to be
an ideal component of the carrier based tactical aviation equation
over its 15 years of operational experience. The only F/A-18
characteristic found to be marginally adequate by battle group
commanders, outside experts, and even the men who fly the Hornet,
is its range when flown on certain strike mission profiles. However,
the inadequacy is managed well with organic and joint tanking
assets.

The F/A-18's advanced radar
and avionics systems allow Hornet pilots to convert their aircraft
from fighter to strike mode and back with the flip of a single
switch. In Operation Desert Storm, F/A-18s performed fighter
and stike missions on the same sortie, fighting their way to
a target by defeating opposing aircraft, then destroying their
ground targets and returning safely home. The F/A-18 also employs
a number of other systems and technologies that increase its
likelihood of reaching a target undetected, of escaping unhurt
if detected, and of returning its crew safely if it is hit. The
aircraft's reliability, survivability and maintainability were
also proven during Operation Desert Storm as the aircraft broke
all records for tactical aircraft. In one scenario, F/A-18s were
hit by surface-to-air missiles; returned safely; were repaired
and flying again the next day.

The F/A-18 serves in the air
forces of the United States and Canada, Australia, Finland,Spain,
Thailand, Malaysia, Switzerland; Kuwait was scheduled to receive
Hornets beginning in 1994 before the Gulf War broke out.

The F414-GE-400 is a low bypass
turbofan engine with augmented thrust provided by an afterburner.
The engine is 155.5 inches long, weighs 2,445 pounds, and has
an inlet diameter of 30.6 inches. The engine is rated at 14,770
pounds thrust at the max power throttle settling without the
afterburner. At the maximum afterburner throttle setting, the
engine develops 21,890 pounds of thrust, given standard day conditions
of 59o F and 0% humidity at sea level.

The engine utilizes dual,
axial flow rotor systems; a three stage fan rotor driven by a
single stage low pressure turbine and a seven stage high pressure
compressor rotor driven by a single stage high pressure turbine.
Variable geometry vanes are employed on both rotor systems.

On the fan rotor system, the
inlet guide vanes can be angled 45o and stage one vanes can travel
a total of 10o. The F414 engine control system utilizes a power
management system. The power management system provides nearly
constant thrust throughout the life of the engine, while maintaining
full operational capability throughout the operating envelope.

The engine is controlled by
a FADEC (Full Authority Digital Electronic Control). The F414
FADEC consists of dual channel system, which allows full thrust
modulation including afterburner in each channel. All scheduling
and governing are performed by the FADEC.

The multi-mission F/A-18E/F "Super
Hornet" strike fighter is an evolutionary upgrade of the
combat-proven night strike F/A-18C/D. The Super Hornet will provide
the battle group commander with a platform that has significant
growth potential, more than adequate carrier based landing weight,
as well as range, endurance, and ordnance carriage capabilities
comparable to the A-6 and F-14 which are now being retired.The
F/A-18E/F is also considerably more survivable than the most
recent F/A-18C/Ds which will permit unescorted operations against
highly defended targets early in the conflict.The Navy/Industry
F/A-18E/F team has developed a remarkably improved aircraft,
taking advantage of more than 3,000,000 flight hours experience
with the F/A-18A/B/C/D versions; correcting known deficiencies,
and adding many new capabilitie

The F/A-18E/F aircraft are
4.2 feet longer than earlier Hornets, have a 25% larger wing
area, and carry 33% more internal fuel which will effectively
increase mission range by 41% and endurance by 50%. The Super
Hornet also incorporates two additional weapon stations. This
allows for increased payload flexibility by mixing and matching
air-to-air and/or air-to-ground ordnance. The aircraft can also
carry the complete complement of "smart" weapons, including
the newest joint weapons such as JDAM and JSOW. Additionally,
carrier recovery payload is increased to 9,000 pounds, and its
engine thrust from 36,000 pounds to 44,000 pounds utilizing two
General Electric F414 turbo-fan engines.

Although 41% interdiction
mission range increase may be the most dramatic F/A-18E/F improvement,
the ability to recover aboard with optimal reserve fuel and a
load of expensive precision strike weapons, is of equal importance
to the battle group commander. The growth potential of the F/A-18E/F
is more important to allow flexible employment strategies in
future years. If an electronically scanned array antenna or nother
valuable but installation-sensitive sensor or weapon system becomes
available, the F/A-18E/F has the space, power and cooling to
accommodate it. Although the more recent F/A-18C/D aircraft have
incorporated a modicum of low observables technology, the F/A-18E/F
was designed from the outset to optimize this and other survivability
enhancements. The all-F/A-18C/D/E/F air wing brings a quantum
increase in capability to the carrier battle group while ensuring
the potential to take advantage of technological advances for
many years to come.

Roll-out of the first Super
Hornet occurred in September 1995, and it flew for the first
time in November 1995, ahead of schedule and nearly 1,000 pounds
under specified weight. In January 1997, the Super Hornet successfully
conducted its initial sea trials on board the Navy's newest aircraft
carrier, USS JOHN C. STENNIS (CVN 74). Currently, seven F/A-18E/F
engineering and manufacturing development aircraft are engaged
in a well-defined flight test program.

The Navy is planning to procure
a minimum of 548 Super Hornets. Production of the aircraft commenced
in FY 1997, and it is expected to attain initial operational
capability (IOC) in FY 2001. Twelve aircraft were funded in FY
1997; procurement numbers increase to 20 in FY 1998, 30 in FY
1999, and reach a final maximum rate of 48 per year in FY 2001.
These numbers could vary depending on the progress of the Joint
Strike Fighter Program.

The U.S. Navy believes the
F/A-18E/F Super Hornet is "the right airplane at the right
time." Potential enemies will learn it is hard to find,
hard to hit and hard to kill. The F/A-18E/F is on cost, on schedule,
and remains under specified weight.